Gas engine



feb. 4, 1930. v R, 0. MCAS'SEY 1,745,682

' GAS ENGINE.;

Filed March 17, 1924 6 Sheets-Sheet l Feb. 4, 1930.Y

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R. O. MCASSEY Feb. 4, 1930.

GAS ENGINE Filed 'March 17,' 1924 6 Sheets-Sheet 3 l er;

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VFeb. 4, 1930. R. QMCASSEY GAS ENGINE Filed March 17, 1924 6 Sheets-Sheet 4 /EOLL//v C2 Mc /QSSEY 6 Sheets-Sheet 6 /PO/ L//v O. Mc 4555)./

Feb. 4, 1930. Rfo. McAssEY GAS ENGINE Filed March 17, 1924 Patented Feb. 4,b 1930 PATENT `ori-"Ici:

BOLLIN O. MOASS'EY, 0F SAN DIEGO, CALIFORNIA leas ENGINE Application led March 17, 1924. Serial No. 399,719.

My invention relates to gas engines, particulary to a rotary type of gas engine, and the objects of my invention are: first, to providev an engine of this classwhich has relatively few reciprocating parts, thus reducing to a minimum the wear, vibration and crystallization of the engine and increasing the eciency thereof to a maximum; second, to provide an engine which is provided with a gradually deepening chamber and with a movable member which is adapted to engage the walls of said chamber, forming tight compartments therewith for producing vacuum and compression; third, to provide an engine havingl al pair of mutually revolving members, forming tight compartments with each other, the one being provided with a gradually deepening chamber and the other serving as a support for a movable sealingv member operable in said gradually deepening chamber; fourth, to provide an engine having mutually revolving members, one of said members being provided with a laterally movable abutment member forming with the J other revolving member a tight compartment of gradually varying capacity with the mutual revolution of said members; fifth, to provide an engine having mutually revolving members, forming a sealed compartment with l each other, one of said members being provided with a continuous, gradually curved engaging surface in the form of a warped plane; sixth, to provide an. engine of tlus class in which the member provided with the continuous, gradually curved surface is also provided with a combined lfuel'gas, compression and explosion chamber means which 1s adapted to communicate with the compartment formed between the curved surface of one of said revoluble members and the other member mutually revoluble therewith: seventh, to' provide a gas engine in which the cylinder provided with various fuel gas, com- 4. pression and explosion chambers serves also J was a valve Vmeans for regulating the flow of gas to and from certain compartments; eighth, to provide a novel fuel and gas control mechanism for gas engines; ninth,vto ,o provide a gas engine in which the combustion chamber is substantially surrounded by a fuel chamber and in which the fuel gases come combined starting, air compressing and speed control mechanism for an engine of this class; fourteenth, to provide a novel ignition mechanism for gas engines; fifteenth, to provide a novel means for automatically advancing and retardingthe spark of gas engines; sixteenth, to provide as a whole a novelly constructed engine of this class, and seventeenth, i

to provide such an engine which is simple and economlcal of construction proportionate to its functions,vdurable, easy to operate, and

`which will not readily deteriorate or get out of order.

With these and other objects in View, as will appear hereinafter, myinvention consists of certain novel features of construction, combination and arrangement of parts and portions, as will be hereinafter described in detail and particularly set forth in the appended claims, reference being had to the accompanying drawings and to the characters of reference thereon, which form a part of this application, in which:

, Figure 1 is a side elevational view of my rotary type gas engine. showing the same in connection with a cooling radiator and showing certain parts and portions of the engine vand connections thereof broken away and in section to facilitate the illustration; Fig. 2 is a sectional view thereof in plan. with the section taken through 2-2 of Fig. 1; Fig. 3 is a developed diagrammatic view of the power producing portions of my engine with the vview taken at the periphery thereof, showing they relation between the main revolving members, the revolving fuel and gas control means, and the laterally movable abutment members; Fig. 4 is a developed diagrammatic view of the engine starting, air compressing and engine control means, showing the control valve slightly enlarged and fragmentarily connected theretoand'with a supply tank; Fig. is a view of the control va ve with one side thereof broken away, 5 showing the same in a differently shifted position and connected to certain' fluid conductors; Fig. 6 is a transverse sectional view of my en 'ne with the section taken through 6-6 of 10 grammatic view taken transversely through the fuel and its relation an with the inlet and outlet ports in the revolving member supporting the same Fig.` 8 is a perspective view of the reciprocating,

sealing and abutment means, showing certain parts and portiogs' thereof broken away and in section to facilitate the illustration; Fig. 9 is another'transverse sectional view of my gas en in e with the section taken through 9-9 o Fig. 2, showing certain parts and portions thereof broken away to facilitate the illustration; Fig. 10 is a diagrammatic View of the electric wiring arrange-v lment andv ignition system of my engine;

Fig. 11 is another transverse' sectional view. of my envine with the section taken through 11-11 o Fig. 2. showing certain parts and portions thereof broken away to facilitate the illustration; Fig. 12 is a transverse sectional view of the normall inner end of a fuel and gas cylinder with t e section taken throughh 12-12 of Fig. 2, and Fig. 13 is an enlarged sectional View of the contact means and spark pluv in connection with one of the cylinders withA the section taken through 13-13 of Like characters of reference refer to similar parts and portions throughout the several views of the drawings.

The drive-shaft, designated 2, of my engine is revolubly mounted in the opposite sides of the supporting frame, designated l, which supports the engine, the one end of said shaft extending into and partially through' the radiator 3, and is provided at said end with a clutch portion 2a for rotating the' shaft by means of a crank. On the shaft 2 are mounted and secured chamber members 4 and 5,

which are spaced from each other with similar depressed and raised portions thereof, positioned in circular staggered relation relative to each other. Said depressed portions Vare-located at the inner sides and near the peripheries of the members 4 and 5 and are hereafter designated as chambers 4a and 5, respectively, said chambers forming i substantally continuous, annular, variabledepth channels in the inner faces of said members, the radially outer and inner surfaces of said channels being circular and concentric with the axes of rotation of said members,

and theinside or bottom surfaces of said channels being gradually curved and varyo5 ing in depth, in a direction parallel to the ig. .2;V Fig. 7 is anenlarged'diaf.'

gas control cylinder, showingv the various openings thereof ally' spacedl apart circular inner and outer Walls'of the channels and positioned outbers '1f-and 5. The chambers 4a and 5*, in theirespective chamber members 4 and 5, serve variously and successively tocreatevacuums for drawingpin fuel gases, for subsequently compressing' the sameinto'cylinders 12, 13,

channels as designated herein are'the surfacesv gformlng the connecting walls between radi- 'wardly from the inner side faces of the me'ln- 14 and 15," to be described hereafter, for re-l i celving the exploded gases under high pressurefor imparting motion to the members 4 and 5'and also an intermedatemember 6, and also for exhausting the spent exploded gases. The variable-depth chambers of each 'of the members 4 and 5- are positioned in ,opposed and staggered relation relatively tov the chambers 'of the other member. The

curved bottom ,surfaces of the oppositely positioned chambers or channels are equally spaced from each other in ardirection paralle] lto their axes of rotation. Between the members 4 and 5,and positioned in engagement with the inner faces thereof, is the reciprocating bar supporting member or drum member 6 mentioned above, which is revolubly mounted 'at its hub portion on rollers 7 at the middle enlarged portion of the shaft 2. The member 6 is provided with hollow spokes extending outwardly from its hub portion, at the outerv ends of which spokes is supported thehollow, annular portion 6. The side faces of the hollow, annular portion of the revoluble drumv member 6 provide the' fourth sides of the chambers 4 and 5a. The side faces of the member 6 also seal .the ends of the chambers ineach of the members 4 and 5,at the minimum depthsv thereof, from each other, thus forming two sealed chambers in each member. In each of the members 4 and 5, and the member 6, at the engaging surfaces thereof and positioned respectively outwardly and inwardly from the annular channels formed by the chambers 4a and 5, are provided annular grooves -in which arek positioned the annular sealing rings 8 for sealing said chambers. In the member 6 are reciprocally mounted, in diametrically opposed relation, a pair of sealing bars or abutment members 9, which extend intoand at all timesengage the inner walls of the chambers 48L and 5n or the bottom and sidewalls of the channels forming said chambers, substantially as shown in Fig. 3 of the drawings. Said curved bottom walls of the chambers 4" and 5 reciprocate said bars 9 mounted in the variously divide the chambers 4a and 5 into two chambers of various capacity except t when the ends of the bars are positioned against the bottom walls of least depth of said chamber, that is, at the portions where such walls engage the drum member 6. Asthe bars move through the chambers circumferentially, they simultaneously cause the spent gases at thel forward side thereof to be exhausted and fuel gases to be drawn into the chambers at the' rear or following sidesyor cause at one Side of these bars the fuel gases to be compressed and the bars to be moved by the exploded gases at the opposite or rear or following sides of the-bars. l

Each of the bars 9 are made in units of three plates, an inner plate 9a and outer plates 9F positioned on either side of the inner plate. At the middle portion of the inner plate 9a is loosely positioned the split, resilient ring 9", which is provided with a plurality of notches on its one side in which are adapted to be positioned the correspondingly notched portions at the inner ends of the compression guide and supporting rods 9, at the outer ends of which rods are secured the angular sealing members 9d. The sealing members 9d, of which there are four in number are overlapped at their ends, as shown in ig. 8 of the drawings. The longer ends or legs of said sealing members are preferably more flexible and are retained in certain outward positions by means of plungers 9e, which are also connected at their inner ends with the resilient ring 9b. The outer plates 9t are adapted to retain the lubricating oil between the several sealing members and also to seal the spacesbetween said members. Withabarconstructed in this mannerthe compartments on either side of the bar are positively sealed from each other, and the outer edges of the. bar which engage the walls of the chamber members are thoroughly lubricated. v

Intermediate the ends of and around the reciprocating bars 9, and between the side faces of the revoluble member 6, are provided oil wells 6a, which communicate at their inner sides, by means of oppositely positioned hollow spokes 6b of the member 6, with the hollow interior of the engine formed. by the members 4, 5 and 6, which serves as an oil reservoir for the interior of the engine proper, as shown best in Figs. 2 and 9 of the drawings.

` The oil wellsV 6a are adapted for lubricating the bars 9, the sealing members thereof, the

vouter engaging surfaces between the members 4, 5 and 6, and the engaging surfaces of the peripheral portion of the member 6'with the member 29, to be described hereafter. In

' order to prevent gases from passing from one side of the member 6 tothe other and for retainingthe lubricating oil in the wells 6, there are provided gasket members 26 around the reciprocating bars 9 near the side faces of the member 6, as shown in Fig. 3.

The hollow annular portion 6c of the member 6, between the bars 9 mounted therethrough, isadapted to be filled with circa-- channel 2b at the middle of the enlarged portion of the shaft 2, which annular channel communicates with the water tube 2? of said shaft by means of .the ports 2d extending through the walls thereof. Said water ytube is positioned centrally within and spaced' from the wall Vof the hollow shaft 2 forming a channelbetween the same andthe interior of the hollow shaft for the passage of fuel gas, as will be described later. The one end of the water tube 2 is open and is adapted to-comm'unicate with the water at the lower portion of the radiator 3 by means of a plurality of ports 2 nearthe end of said shaft extending into the radiator, there being provided around the shaft 2, at said perforated end, awater casing 10, which is connected with the radiator. At the same end of said shaft is provided a plug 11 for partially draining the water from the engine and the radiator and also for cleaning the water tube 2.

ln each of the chamber members 4 and 5, between the curved walls of the chambers at their minimum depths and the outer side walls of said members, are revolubly mounted, respectively, the cylinders 12, 13, 14 and 15, as shown best in Fig. 3 of the drawings. These cylinders yprimarily serve as valves of the chambers 4 and 5a for controlling the intake of fuel, containing the compressed fuel gases, and control the explosion of fuel gases therein and their discharge therefrom into the chambers 4a and 5". The cylinders in each of the chamber members 4 and 5 are positioned in diametrically opposed relation with eachV other and with 'their axes extending through the axis of the main shaft, the cylinders in the member 4 being positioned in staggered relation relatively to the cylinders in the member 5. Each of the cylinders are revolubly mounted in sleeves 16 of a. suitablel bearing material land are retained in position within the sleeves 16 by. means of caps y17, which caps tion bymeans ofa plurality of screws 18, as shown in rFigs. land 2. The inner middle portions of said caps serve also as thrust bearings for the outer ends of the cylinders. Each of the cylinders 12, 13, 14 and 15 are provided with inner compression ...id explosion compartments 12, 13, 14n and 15a respectively, and also with outer fuelgas compartments 12", 13",.14b and 15", which latter compartments substantially surround the inner compartments. Each of the inner comare preferably retained in posiouter portion Vof said compartments and a smaller` compression outlet or cpcmng positioncdl inwardly therefrom,v as indicated respectively by 12c and 12, and 13c and 13d of the cylinders 12 and 13 in Figs. 2.andf3. The fuel gas `,compartments of each o f the cylinders 'are provided with outlets at their nor mally outer ends, to permit the fuel gas in said compartments to be drawn therefrom, as indicated by 12 and 13 in Fig. 2. The fuel gas compartments of said cylinders comniun'icate at their inner-ends, by means of l hollow spindles 19, with the interior of the drive-shaft. Said drive-shaft is provided at its one end. opposite the end provided with the ports 2e, with other ports' 2t through the wall thereof, which ported portion of the shaft is surrounded by an annular channel 0'a which forms the upper portion of the carbureter 20 which is secured'to and supported by the frame 1, as shown in Figs. 1- and 2.

-The hollow spindles 19 are revolubly mounted at their inner ends in the wall of the hollow shaft' 2 `and are revolubly mounted near the' opposite ends in the chamber members 4 and 5. The outer ends of said spindles are polygonally shaped and extend into conforming recesses at the normally inner ends of the various cylinders lfor rotating the same. Near the inner ends of thefspindles 19 but outside of the shaft 2 are secured the bevel gears 21, which mesh with and are adapted to be driven by the driving bevel gears 22, which are secured to the ends oii the hub portion of the revoluble member 6 lby means of screws 23. It willbe noted that the bevel gea-rs 22 are preferably made to form the outer races for the rollers 7 and are readily removable from the member 6 for removing the latter from its mounting. It will also noted that there are provided felt washers24 between the hub portion of the ,i member 6 and the shaft 2 soas to retain the water and oil in their respective compartments. The bevel gears 21 are preferably ldagainst thebosses on the hollow shaft meansfof collars 25 positioned around the spindles 19 in engagementwith bosses fonthe inner lportion'sfof the chamber mem- In the ved walls of the members 4 and dus to the portions in which the cylindersl are revolubly mounted, are provided a'pluralityof ports, which are adapted to connect, at different times and under different conditions they chambers lin the chamber members witl the compartments in the v cylinders. The ports 4b andb' in the curved walls ofthe members 4 and 5, which ports are recede, as indicated by the arrows in Fi s. 3 and 6 of the drawings, and also shown in i 7 are adapted to communicate respective y with the ports or outlets 12 and 13, as shown` in Figs. 2 and 7, and 14 shown in Fig. 3 when the cylinders are rotated to certain fuel intake positions, asshown by the cylinder 14 iny Fig. 3. When the cylinders are rotated to certain positions about their axes in the direction shown by the arrows in Fig. 3, the openings, indicated by 12d and 13d in Figs. 2 and 3 of the cylinders are adapted to connect the combined compressionl and explosion compartments of the cylinders, as indicated by 12, 13", 14 and 15 in Fig. 3, with the respective chambers in the members 4 and 5 by means 'ot' ports in the curved walls of said members on the side of said cylinders toward the approaching bars 9, as indicated by 4 in Figs. 3 and 6. When' the'cylinders are rotated farther'about their axes the large openings, as indicated by 12c and 13"` in Figs. 2 and 3, communicating with the combmed compression and explosion compartments of the cylinders are adapted to communicate with therespective chambers in the members 4 and 5 by means of ports in the curved walls of said members on the side ofthe cylinders extending toward the receding bars 9, as indicated by 4d and 5I in Figs. 3 and 6.

Around the periphery of the revoluble member 6 is positioned a brake mechanism for either completely holding the member 6 against rotation and permitting the members x4 and 5 to operate freely against and relativef to the stationary drum member 6, or for only lpartially holding or restraining the rotation of the member 6. It will be noted that the members 4 and 5 are movable relative to the member 6, and when the member 6 is free to rotate, it rotates at approximately the same speed as the members 4 and 5 butin the opposite direction.v If the member 6 is free to rotate without resistance and the engine is under load, `very little or no power will be imparted to the members 4 and 5 to carry the load7 but the load will -serve as' a brake against the rotation of the members 4 and, 5 and will permit the member 6 to rotate in the opposite direction at a speed ap roximately equal ,to the speed 'of the mem ers 4 and 5 when the member 6 is lield stationary. The brake mechanism referred to consists of a structure similar to the. engine itself, namely, ot chamber members 27 and 28, a reciprocating bar supporting member 29, and bars- The chamber members 27 and 28 arese-` 32. cured in spaced apart relation tothe peripheral portion of the member 6 respectively. by means of screws 27c and 28, as shown best in Figs. 1 and 11, the chamber portions of the members 27 and'28 being constructed similarly to those of the members 4 and 5 previously described. Intermediate the members 27 and 28 is positioned the stationary annular reciprocating bar supporting member 29, whichvforms with the variable-depth curvedwalled 'chambers in the members 27 and 28, enclosed compartments. The member 29 is supported against rotation by the frame 1 and is secured at its opposite sides thereto by means of screws30, as shown best in Fig. 9.

There are also provided intermediate each of the members 27 and 28 and the stationary member 29, at their engaging surfaces, sealing rings 31, which extend into each of said members for sealing the compartments, formed by said members, at their inner and outer portions. At diametrically opposed portions in the member 29 are reciprocally mounted bars 32, which are adapted to extend into the variable-depth chambers of the members 27 and 28 and engage the oppositely positioned 'curved surfaces thereof, it being noted that the curved bottom surfaces of the oppositely positioned chambers 'or channels are at all points equidistant from each other, as described in connection with the members 4 and 5. The member 29 is provided with oil "Wells 29'EL around each of the bars 32, which oilwells communicate with the annular channels 27'i and 28xi by means of the ports 29", as shown best in Figs. 1 and 9. The annular oil channels 272L and 28 are formed at the inner portions of the engaging surfaces Of the members 27 and 28 with the member 29 and communicate with the oil wells 6El in the member 6 by means of ports 6d in the outer wall of the member 6, as shown best in Figs.

' 1 andll. There are also provided gasket members 33 around the reciprocating bars 32 to retain the oil in the wells 29a.

The member 29 is provided with two continuous annular channels 29 and 29d, the latter being smaller than the former and lined with a non-heat-conducting jacket V34. The channel 29'j communicates at all times with the exhaust ports 6 in the peripheral wall of the member 6, said ports 6@ communicating with the sides of the member 6 by means of ducts 6f, there being provided one duct in front of each reciprocating, bar 9 on alternate sides of the member 6, as shown best in Fig. 3.

` It will be noted that the main portions of the channel 29d between the reciprocating bars 32 communicate with each other by narrow passages between the peripheral wall of the member 6 and the portions enclosing said reciprocating bars, as shown best in Fig. 9.

' The channel 29d is preferably provided with two outlets 29", as shown in Figs. 4 and 9,

which outlets are connected' with exhaust conductors 35.

'The channel 29,- adapted to conduct the circulating water from the engine to the radiator, communicates at all times with the vhollow annularportion 6c of the revoluble member 6 b means'of ports 6g in the peripheral wall o saidmember. The channel 29c is preferably provided with two outlets 29,

one at the up r and anotheratethelowei'" water circulating chambers of the members' 4 and 5 are connected by means of radial passages 4 and 5, respectively, with the water tube 2 of the hollow shaft 2, the former passage 4 communicating with said tube by means of the port 2g at the one end of said tube, and the latter b means of the port 2h in the wall of said sha t near the other end of said tube. Near the inner sides of the peripheral walls of the members 4 and 5 are provided ports 4' and 5f, which connect the water chambers in the members 4 and 5 at all times with the annular water channel formed between the channel members 38, secured to the .periphery ofthe members 4 and 5 by means of screws 39, and the outer side walls of the annular chamber members 27 and 28, there being provided sealing rings 38a at the engaging surfaces of the members 38 with the members 27 and 28. In the outer side Walls of the members 27 and 28, forming the one side of the annllar water channels with the members 38 are provided openings 27 b and 28", which connect said channels with the interior ofthe members 27 and 28 between the curved and the outer side walls thereof; The water chambers of the members 27 and 28 communicate with the interior of the revoluble member 6 by means of a plurality of ports 27d and 28, in the radially inner walls of the members 27 and 28 respectively, and other ports 6h on either side of the peripheral wall of the member 6. Thus, a continuous iiow of cooling water is provided from the one end of the shaft 2, communicating with the lower'end of the radiator 3, separately into the members 4, 5 and 6 around the heated areas thereof out through the common water channel of the member 29 into the conductors 36 and 37 and back to the top of the radiator.

The rotation of the chamber members 27' and 28 which are non-rotatably secured to the drum member 6, is controlled by a master control valve V, shown in Figs. 4 and 5, and by a plurality of iuid passages connecting the valve with a source of fluid under pressure and with the chambers in the chamber members, and also passages connecting said chambers with each other. In the stationary reciprocating bar supporting member 29 are provided two pairs of transversewpassages 29g and 29h, whichare positioned respectively in front of and be- 41. With the conductors and 41 and alsowith the one end of the conductor 42, connected with an air pressure tank 43, is connected the multi-way control valve V. Said valve consists of a hollow casing 44 in which is rotatably mountedv a disc-shaped valve member 45, at the central portion of which is secured a control rod 46 which extends outwardly through said casing. On the rod 46 outside of the valve casing is secured an-indicating linger 47 which is adapted to indicate the position of the valve member and also ,to limit .the rotation of the same by the engagement thereof with the stops 48 on the valve casing. The valve shown yin Fig 4 of the drawings is rotated to a position to start the engine, while the sectional ,View of the valve, shown in Fig. 5 of the drawings, shows the same in a position to control the engine at aslow speed and also to compress air in the chambers of the members 27 and 28 into the pressure tank 43. With the valve member in the position shown in Fig. 4 the air under pressure in the tank is adapted to flow from the arcuate passage 45a at the periphery of the valve member 45 through the tubular connecting passage 45b into the diametrically opl posed arcuate passage 45, from vwhich the airis permitted to flow through the conductors 41 into the com artments behind the reciprocating bars 32 or rotating the members 27 and 28 about their axes in the direction of the arrows indicated in Fig. 4 of the drawings. When the Valve member 45 is rotated so that the indicating finger 47 is in the sector indicated by the word Free on the valve casing, the air under pressure Vin the tank I 43 is'shut oil and the conductors 40 and 41 are connected respectively with the diametrically opposed arcuate passages 45d and 45, which are connected by means of the passage 45t with the atmosphere through a port 44 on the back side of the valve casing 44. Thus no resistance is offered to the rotation of the' the atmosphere, thus permitting air to flow freely into the compartments at the back side -of the reciprocating bars. Also, when the valve member is in the last mentioned position, the air in the compartments at the front side of the' reciprocating bars 32 is compressed by reason of the rotation of the members 27 and 28 in the direction indicated by the arrows. The air, compressed in the above manner is forced through the conductor 40 into the passage 45 and thence into thepressure storage tank 43, thus replenishing the supply of compressed air in the tank. Should the valve member be rotated to its extreme clockwise position, the air under pressure in the tank 43 is shut olf by means of the portion of the valve member between the passages 45a and 45d, while the air in the compartments at the forward side of the reciprocating bars 32 is' also prevented from escaping, thus locking the members 27 and 28, and therefore the revoluble member 6, relatively to the reciprocating bar supporting member 29, and permitting the chamber members 4 and 5 to be rotated at a greater speed in the directtion indicated by the arrows in Fig. 3.

The ignition mechanism of my engine consists primarily of a magneto positioned within the middle portion of my engine. revoluble breaker members 5l, spark plugs- 53 in each of the cylinders, a switch 52, and speedof bar magnets 49 and two sets of separately connected induction coils 50, there being provided one set of coils at each end of said magnets as shownv best in Fig. 2. The bar mag.

nets are positioned between and secured, intermediate'their ends, to the spokes of the revoluble member 6. The induction coils 5() are supported by means of brackets 50 at the middle hollow portions of the chamber members 4 and 5, as shown in Figs. 2, 6, 9 and 11. The one terminal of each set of the primary windings of the induction coils 50 1s connected with an annular electrical conductor 54. Said annular conductorsfare positioned concentrically on the outside of and insulated from the chamber member 4, as shown in Fig. 2. The conductor 50b from the primary winding of the induction coils supported bythe chamber member 5 kextends into and through the hollow shaft 2 intermediate theouter wall of the same and the water tube positioned therein. A switch 52 is positioned contiguous to the annular conductors 54 and is adapted to connect and ground the same with the frame,- as shown diagrammatically in Fig. 2. The other terminals of the primary windings of each -set of induction coils are connected to brushes 55 which are mounted on insulating supports 57 supported by the respective chamber members. Around one of the hollow spindles 19 on each side of the'lengine are secured disc shaped breaker members in the form of commutators, which are adapted to be engaged by the'brushes 55, which brushes are held in engagement with said breaker members by means of springs 56. Each of the breaker members 51 is provided at diametrically opposed ortions of its periphery with se ments 510 insulating materia ,which are a apted to make and break the electric circuit of the primary windings as the brushes 55 pass over the same when the breaker members It will be here noted that the M 51 revolve. g

rapid make and break of said current occurs twice duringr each revolution of the cylinder; however, the spark plugs 53 function only once during each revolution of the respectiw cylinders as will be described later. One terminal of the secondary windings of each set of induction coils are grounded on the engine, while the other terminals thereof are connected with conductors 58 which extend through and are insulated from the inner walls of each of the chamber members 4 and 5, as shown best in Fig. 2. At the inner faces of the cylinders are secured insulating sup- .polts 60 on which are pivotally mounted the contact members 59 which are .adapted to engage the kinner ends of the conductors 58 once during each .revolution of the cylinders. The

, normally forward ends of the contact members 59 are curved outwardly andare adapted to engage at the curved ends thereof the insulating supports G0. Springs 61 are positioned between the insulating supports 60 and the opposite ends of the contact members 59. for forcing said ends, which are weighted. outwardly from their supports, and the other ends thereofl in engagement with said supports. The springs 6l serve also as conductors for transmitting the current conducted to the contact members 59 to the spark plugs 53 mounted at the inner ends of each ofthe cylinders, as shown best in Fig. 13.

It will be here noted that the normally forward ends of thecontact members 59 are so constructed-that," when the engine is acceleratedthe point of contact ofthe contact membersv 59 with the inner. ends of the conductors 58 is automatically advanced by reason of the opposite weighted ends of the contact members 59 being forced outwardly y by centrifugal force, relatively to the axis of rotation of the members 4 and 5 due to the rotation of said members. The action of centrifugalforce causes the weighted end of the contactmemher 59 to compress the spring 61 and force. thecurved end-of saidv contact member toward the contact end of the conductor 58, thus automatically` advancing the ignition ofthe gasesin the cylinders as the speed of the members 4 and 5 is increased.

. I -The operation of the engine is as follows:

ggd therefore the member, as indicated by the arrows in Figs. 3 and 4. When the cylinder 14 is in a position to permit fuel gas to be drawn into one of the chambers 5l of the chamber member 5, as shown in Fig. 3, the cylinder 12 is in a position to receive in its compression and explosion compartment the fuel gas reviously drawn in by the reciprocating ars 9 from the cylinderr 13. During the operation of bringing about the foregoing conditions the gas compressed in the cylinder 15 is being exploded while the fuel gas in the cylinder 13 has been exploded and is expanding, forcing one of the reciprocating bars 9 away from the same, and therefore rotating the member 6 about its axis. While fuel gas is bein drawn into one of the chambers 5El from t e cylinder 14, other fuel gas previously drawn into the other chamber 5a, the immediately preceding quarter cycle or half a revolution of the chamber members, from the cylinder 15 is being compressed in the cylinder 14. Similarly and at the time of the above function, while gas is being compressed in the cylinder 12 at the opposite side of the drum member 6, which cylinder will have rotated the greater portion of its compression cycle, that is, with the intake 12d to the compartment 12l of the cylinder 12, almost closed, other fuel gas is being drawn from the compartment 1.2b of the cylinder 12 preparatory to compressin the same during the next quarter cycle of the member 4 into the cylinder 13, as shown best in the diagrammatic illustration in F ig. 7. lVhile the fuel gas 'is being drawn into one of the chambers 5 from the cylinder 14 the burnt gases previously exploded in said cylinder are being exhausted, b reason of the decreasing compartment on t 1e opposite side of the reciprocating bar 9 from the cylinder 14, through the exhaust duct 6 and through the exhaust port 6e into the 4exhaust channel of the member 29. After the engine has started the valve member 45 is rotated about its axis so that .the indicating 1in er 47 is directed to the sector indicatedby Free, thus cutting olf the air from the tank 43 and permitting the engine to run free, as previously described. To regulate the power transmitted to the drive-shaft the valve lmember45 is rotated to the low or high positions as desired. If the valve is in the low position, less resistance is offered to the rotation of the member 6 in the direction of the arrows, thus permitting the same to revolve in one direction while the drive shaft revolves at a slow speed in the opposite direction. As the valve member is rotated toward the high position, greater resistance is offered to the rotation ofthe member 6, thus correspondingly increasing the speed of the drive-shaft.

It is obvious from this construction, as illustrated in the drawings and disclosed in the foregoing specification, that therey is provided an engine as aimed at and set forth in the objects `of the invention, and though I have shown and described a particular construction, combination and .arrangement of parts and portions, I do not wish to be limited to this particular construction, combination and arrangementfbut desire to include in the scope of my invention the construction, combinatioind arrangement substantially as set forthin the appended claims.

Having thus described my invention, what4 I claim as new and desire to secure by Letters Patent, is:

1. In an engine, a pair of mutually revoluble members positioned contiguous to each other, one of said members being provided with a chamber of variable depth forming with the other member an'enclosed compartment, a movable abutment member mounted in said other member adapted to extend into and engage the walls of the member rovided with said chamber, and a unitary uelcom pressian and control means mounted in one of said mutually revoluble members, and mechanically connected and timed with the other of saidmembers.

2. Inan engine, a pair of mutually revolu ble members positioned contiguous to `each other, one `of said members being provided with a chamber of variable depth forming withthe other member an enclosed compartment, a movable abutment member mounted in said other member adapte/d to .extend into and engage the walls of the member provided with said chamber, anda unitary fuel compression, explosion and gas control cylinder revolublv mounted in the member provided withv sai chamber.

3. In an engine, a pair of mutually revolu-l ble members positioned contiguous to each other, one of said members being provided with a chamber of variable depth forming with the other member an enclosed compartment, a movable abutment member mounted in the other of said mutually revoluble members and adapted to extend into Aand engage the walls of the member provided withl said chamber, and a combined glas cylinder and valve. means, provided wit a plurality of compartments, revolubly mounted Ain the member provided with said chamber near the portion of said chamber of leastdepth.

4. Inan engine,I a chamber member and an abutment member support revolubly mounted relatively `to and positioned adjacent each other, said chamber member being vprovided in the side thereof adjacent said abutment member support with a chamber vhaving a.4 gradually curved bottom of varaible de th, an abutment member movably lmounts f in said support and extending into said chamber in engagement with .the curved bottom walll thereof and controlled in its vmovement by the engagement with said curved bottom wall, and av gas control member, provided with separated compartments, movably mounted .positioned between and contiguous to said chamber members, said chamber members and said abutment member support being revolubly mounted and revoluble relatively to'each other.

6.` In an engine, a pair of spaced a art chamber members provided with' cham ers having bottoms in curved form and of various depths, an abutment member support positioned between said chamber members, said chambermembers and said abutment mrmber support being revolubly mounted and revoluble relatively to each other, and abutment members reciprocally mounted in said support and adapted to extend into the chambers 'of said chamber members and simultaneously engage the curved bottom surfaces of each, the reciprocal movement of said abtument members being controlled by the curved bottom walls of said chamber members.

7. In an engine, a pair of spaced a art A chamber'members provided .with cham ers having bottoms in curved form andA of various depths, an abutment member support-positioned between said chamber members, said chamber members and said abutment mern-l ber support beingrevolubly mounted andrevoluble "relatively to each other, abutment `members reciprocally mounted` in saidsupport and adaptedtoe'xtend intothe'chambers of said chamber 'members and simultaneously Y engage the bottom surfaces of'each, therecipd' rocal movement of said abutment'm'embers being controlled bythe curved bottom walls of said chamber members, anda'pluralityof fluid control members movablyl mounted in said chamber-'members adaptedv to connectA the chambers therein with asource of iluid.

8. In an engine, aapair of `spacedlapart,' revolubly mounted chamber members provided I at their inner sides with. continuous curvedbottom channels substantially Iin the form' of.

si-ne curves forming from apex to apex separate chambers, the' chambers ofeach of the"l chamber membersbeing positioned in staggered relation with the chambersof. the other y chamber member. f

' 9.v In an engine, a pair of spacedaparqrev olubly mounted chamber v members provided; atftheir inner sides' with continuous curved-' bottom channels substantially in the formof sine curves forming fromapex to apex sepa-f4 tioned betweensaid chamber membersand revolubly mounted' relatively thereto, and a plurality of bars reciprocally mounted in said ar supporting member adapted to extend into the chambersfof said chambermembers and sin'iultaneously engage the curved bottom walls ofeach.

10. In anengine, a pair of spaced apart, revolubly mounted chamber members provided at their inner sides with continuous curved-,bottom channels substantially in the form of sine curves forming from apex to apex separate chambers, the chambers of each of the chamber members being positioned in staggered relation with the chambers of the other chambermember, a reciprocating bar supporting member positioned between said chamber members and revolubly mounted relan abutment member support revolubly mounted relatively to and positioned adjacent each other, said chamber member being provided with a. chamber of variable depth forming with the abut-ment member support an enclosed compartment. and fluid and valve means in connection with onev of said relatively revoluble members. for retarding the same for controlling thev revolution of the other` l12. In a gas engine, a power-producing unit, a controlchamber member provided -with a chamber having a. gradually curved bottom of variable depth, a control abutment` member support positioned contiguous to said control chamber member, said control chamber member and said control abutment member vsupport being revolubly coacting, an abut-ment member movably mounted in said abutment member support and adapted to eX- jtend into said chamber member, one of said control members being secured to said power-producing unit, and acontrol valve means in connection with said relatively revoluble control members for controlling-the movements of said power-producing unit.

13. In an engine, a chamber member provided with a chamber having a gradually curved bott-'om oflv'ariable depth,` an abutment member support, said chamber member and said support being revoluble relatively to each other, an abutment member movably-mounted in said support adapted to extendinto said chamber and engage the curved bottom wall thereof, a control chamber member provided with a chamber having a .gradually curved bottom of variable depth, a control abutment member support positioned contiguous to said control chamber member, said control'chamber member and said control abutment member support being revolubly coacting, and a control abutment member movably mounted in said control abutment member support and adapted to extend into said control chamber member, one of said relatively revoluble control members being secured to one of said -ist mentioned relatively revoluble members.

14. 1n an engine, a chamber member provided with a chamber having a gradually curved bottom of variable depthan abutment member support, said chamber member and said support being revoluble relatively to each other, an abutment member movably mountved in said support adapted to extend into said chamber and engage the curved bottom wall thereof, a control chamber member pro vided with a chamber having a gradually curved bottom of variable depth, a control abutment member support positioned contiguous to said control chamber member, said control chamber member and said control abutment member support being revolubly coacting, a control abutment member movably mounted in said control abutment member support and adapted to extend into said control chamber member, one of said relatively revoluble control members being secured to one of said first mentioned relatively revoluble members, and a iiuid control valve means in connection with said relatively revoluble control members for controlling the movement of said first mentioned lrelatively revoluble members.

15. In a gas engine, a rotatable cylinder provided with a compression and combustion chamber and a fuel gas chamber substantially surrounding the same.

16. In a gas engine, a rotatable cylinder provided with a compression and combustion chamber and a fuel gas chamber substantially surrounding the same, and a chamber member in which said cylinder is rotatably mounted, said chamber member being provided with chambers adapted to alternately serve as compression and power means and adapted to separately communicate with the chambers of said cylinder. v

17. In a means of the class described, a pair of coacting, mutually revoluble members, a pair of coacting power controlling members, one of said latter members being fixed and the other secured to one of said first mentioned members, and a fluid control valve connected with the fixed power controlling member for controlling the mutual revolution of tlllle other power controlling member therewit L e- 18. In a means of the class described, a

l revoluble member, -a pair of coacting power controlling members, one of said last men` tioned members being lixed and the other secured to said revoluble member, and a iuid control valve connected with the fixed power controlling member` for controlling the revolution of the other power controlling member therewith. v

19. In a means of the class described, a revoluble member, a pair of coacting compression and partial vacuum producing mem-4 bers mounted in association with said revoluble member, .one of the members of said pair of coacting compression andpartial vacuum producing members being fixed against revol tion and the other secured to said revolublemeniber. and a iuid control valve connected with said fixed member for controlling thecompression and partial vacuum produc-` ing action of said pair of members.

20. In a means of the class described, a revoluble member, a chamber' member provided with a chamber having a gradually curved bottom of Various depths, an abutment member support positioned contiguous to said chamber member and revoluble relatively thereto, an abutment member movably mounted in said abutment member support and adapted to extendinto the chamber of said chamber member, and a control valve means connected with one of said relatively revoluble members for controlling their relative movements. l

2l. In a means of the class described, a revoluble member, a chamber member provided with a chamber having 'a gradually l curved 'bottom of Various depths, an abut'- ment member support positioned contiguous to saidchamber member and ixedagainst revolution, said chamber member being secured to said revoluble member and revoluble relatively to said abutment member support, an abutment member movably mounted in said abutment member` support and adapted to extend into the chamber of said chamber member, and a valve means in connection with said abutment member supportvfor controlling the revolution of said chamber member relatively thereto.

22. In a gas engine structure, a longitudinally revoluble compression and explosion cylinder, a contact member .pivotally mounted at one end of said cylinder adapted to be shifted about its pivotal axis with the revolution of said cylinder about its axis of longitudinal revolution, and a spark plug extending from said end of said cylinder into the explosion chamber thereof and connected with said contact member.

23. In a gas engine structure, an axially and longitudinally revoluble vuel compression and explosion cylinder, a spark plug extending from one end to the interior thereof, and a weighted contact member pivotally connected with lsaid spark plug adapted to be shifted about its pivotal axis with the longitudinalrevolution of said cylinder.

24. In a gas' engine structure, an axially and longitudinally revoluble-fuel compression and explosion cylinder, a spark plug extendin from one end to the interior thereof, a Weig tedcontact member pivotally `mountedat said oneend .of said cylinder and connected.y with said spark plug, a revoluble means for supporting said cylinder and provided with a contact member adapted to be variously engaged' by said first mentioned contact member, said first mentioned contact member being adapted to be shifted about its pivotal -axis with the longitudinal revolution oi' said cylinder.

In testimony whereof, I have hereunto set my ,hand at San Diego, California, this 8th day of March, 1924.

v ROLLIN O. MGASSEY.

iso v 

